Car-replacer.



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APPLIOATIOI FILED APR 20 1908 Patented 0ct.13,-1 9 08.

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rails SAMUEL N. ELLENWOOD, or JONES, OKLAHOMA. 'GAR-REPLACER.

Specification of Letters Patent.

Patented Oct. 13, 1908.

Application-filed April 20, 1908 Serial No.1 428,231.

To all whom it may concern:

Be it known that I, S MUEL N. ELLEN- WOOD, a citizen of the United States, residing at Jones cit in the county of Oklahoma and State of O ahoma, have invented certain new and useful Improvements in Car-Replacers, of which the following is a full, clear, 7 P

and exact description, reference being had to the accompanying drawings.

Many devices for placing derailed cars onto the track are in use, and these devices consists commonly 'oftwo frogs which are laid u on the cross-ties or road-bed by the side of t 1e track-rails, so that the car may be drawn forward onto said frogs and led forward and upward into a position to alight from said frogs onto the track-rails. One disadvantage in the use of these a pliances is that the frog used on the outsi e of the rail must rest on the ends of the cross-ties of the track, in place of resting upon a firmer and more central point. between the track and since the car is inclined in the direction of its derailment the heavy load is brought upon this frog, thus often breakin cross-ties and saving the car in a still worse sta e of derailment. Another disadvantage is that one or both of the frogs will slide forward along the track when the car trucks are drawn [upon or against them, thus failingin. their purpose, racking the truck frame, and

injuring the cross-ties and ballast of the road-bed.

The object, therefore, of the present invention is to overcome the disadvantages above named.

Other objects and advantages of the inven:

tion will be set forth in the ensuing description.

Referring to the accompanying two sheets of drawings: Fi re 1 is a plan View of a rail-way track, s owing a derailed car-truck, and the improved ap liance inposition for use. Fig. 2 is an enlar ed sectional view, taken on the line 2-2 of ig. 1. Fig. 3 is-an enlarged sectional view, taken on the line 33 of Fig. 1. Fig. 4 is a taken on the line 4-4 of bein on a scale smaller and arger than Fig. 1. views 0 separate parts Fig. 1', said Fig. 4 than Figs. 2 and 3 5, 6, and 7 are of the appliance.

Referring to'the several figures, in all ofwhich like characters of reference designate like parts, the improved device comprises two rails T and N, the rail T being shown in separate members of i usually pitched or railed truck. B over the rai down the ends ofpdecayed sectional view,

side elevation in'Fig. 6, the rail N in side el'evation in Fig. 7.

' 'In setting the parts of the device into pos1 tion for use, the rail T is used between the track rails P and P and its front or wider end is clamped against the inside of the rail by a .screw clamp X, as shown in Figs. 1 and 3.

The surface of the rail member T which contacts with the rail P is curved, as at H, to allow adjustment of the angular relation between'sai'd arts. The other rail member N is likewise-c amped to the opposite track rail P said rail member N lying on the outside of said track rail P as shown in Figs. 1 and 2. After thus arranging and securing the two rails T and N into place, their rear or free ends are swung into ro er position to receive the derailed truclls E, as shown in Fig. 1, and said trucks are drawn forward onto said rails T and N in the same manner that they have heretofore been drawn up onto the common replacing frogs.

In order to bring the flan e of the outer del P onto the inside thereof, the front end of the rail N is provided with a hook'or li J which la s onto and in fact hooks over said rail P as est shown in Figs. land 2, and when said flange B of rolls uponto. the same in such osition t at when rolling onthereover it alig ts upon said rail P in position to slideinto proper place on the inside thereof.

In case the derailment is on the opposite side of the track, the rails T and N are placed on the opposite sides of their respective track mile; the rail member N being laced over onto the inside of the track rail and the .rail member T overonto the outside of the track rail P.

In order to reverse the railsT and N as just described, the upper and lower faces of the rail T are both sha ed-for track faces, so that said rail-may be p aced with either face up,'-a's-necessary'in reversing it from one side to the other.

the lip J,

Since the rail N is provided with as aforesaid, and since it would therefore be impractical to form this be turned with the lower face u ward and roperly attach to'track rails of t e present .orm, said rail N is provided with" li both edges, so that it may lie u on eit er side of a track rail and hookonto t e same without being turned upside down.

rail so that it could.

sJ onsaid truck comes in contact with said li it To hold the rails T and N parallel with each other and maintain a distance of proper track gage between them, the rear or free ends of said rails are connected together by a cross-bar U, the rail '1 lying between and being retained by studs F and D on said crossbar, while the rail N is likewise retained in position by similar studs K and M.

In order to provide better support for the outer rail N than is afiorded by resting upon the outer ends of the cross-ties W, the crossbar U does not pass under the track rails P but lies upon thetop of said rail as shown in Figs. 1 and 4, said cross-bar'being suitably arched so as to bring the rail member N to roper working level. It will be noted,

owever, that the end of the cross-bar U supporting the rail '1 passes under the opposite track rail 1 so that it is held downward by said track rail P against the heavy load that is brought upon the rail N on the side of the track at which the car is derailed.

In order that the cross-bar U may slide laterally of the railway track and allow adjustment of position on the rear or free ends of the rails T and N, the arched portion G of said cross-bar is elongated, and in order that said cross-bar may be locked against movement toward the side of the track upon which the derailment has occurred when the trucks G are drawn against or upon the rails T and N, said cross-bar U is provided with a series of holes Q so that a pin L may be driven down therethrough into the road-bed on the outside of the track rail P as best shown in Fig. 4.

The foregoing being a full, clear, and exact description of the invention, what I claim and desire to secure by Letters Patent is:

1. In a car-replacer, a rail member adapted to have one of its ends secured in contact with the inner side of a track-rail, a second rail member adapted to have one of its ends secured in contact with the outer side of the opposite track-rail, a bar connecting the free ends of said rail members for holding them to receive a derailed truck, the secon spaced for proper track gage, said bar passing over andrestmg upon said opposite trackrail and extending under said iirstnamed track-rail.

2. In a carreplacer, a rail member adapted to have one of its ends attached to the inner surface of a track-rail, a second rail member adapted to have one of its ends attached to the outer surface of the opposite track-rail, a bar connecting the free ends of said rail members and holding them spaced to proper track gage, said bar being adapted to pass over and rest upon said opposite track-rail and extend under said first-named track-rail, and a pin adapted to pass down through said bar and into the roac-bed to prevent said bar and the rail members connected thereby from moving laterally of the track.

3. In a car-replaoer, a rail member adapted to be clamped against the inner surface of a track-rail and have one of its ends extend into position to receive a derailed truck, a second rail member adapted to be clamped against the outside surface of the opposite track-rail and have one of its ends extend into osition d inamed rail memberhaving a hooked extension adapted to hook over the upper or ball portion of said opposite rail, clamps for securing said rail members to said track-rails, a bar connecting and supporting the free or extending ends of the rail members, said bar passing over and resting upon said opposite trackrail and extending under said first-named track-rail, a pin adapted to pass down through said bar on the outside of the first-named track-rail to prevent said bar and the rail members from swinging in the direction of derailment of the car trucks,

, Witness my hand this 25 day of March,

SAMUEL N. ELLENWOOD. Witnesses W. T. EMERIGH, A. O. CAMPBELL. 

